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In our modern world, with high tech control systems and computers actually capturing this high voltage of electricity and letting it pass through buildings may not be an ideal solution. LEC’s lightning protection system is an enhancement of the invention that was first initiated by Benjamin Franklin. Today our systems are used in buildings, towers, factories, and many more spaces. Talk to our LEC team today, we can evaluate your need for a Lightning Protection System and deliver the electrical solutions your business needs. Get in touch with us: www.lightningprotection.com/
Experience the country’s only original Cold War Operations Room, which formed a critical link in the RAF’s Command and Control System in the Years following World War Two.
THE ROYAL AIR FORCE - AIR DEFENCE RADAR MUSEM - www.radarmuseum.co.uk/
A visit to the museum will give you a comprehensive insight into how Cold War Air Defence Operations were carried out during those tense and dangerous times as the RAF faced the might of the Societ Air Force and the ever-present threat of a nuclear war.
The Museum has managed to retain unique pieces of radar equipment as its purpose through World War Two to Cold War, was to monitor U.K air space. The Museum retells the development of radar through World War Two to seeing the actual Air Defence Cold War room (which contains original equipment of the era).
The Museum is an award winning, volunteer run, visitor attraction that offers a fascinating and informative day out for the family. Housed entirely in RAF buildings including the original hardened Grade II listed 1942 Radar Operations building, the Museum provided a unique window into the history of radar covering the period of the World War Two and the Cold War era's.
The Museum has 24 exihibition rooms and over 10,000 display items. Knowledgeable ex-RAF volunteers bring history to life giving two daily presentations, telling the real stories of Air Defence at RAF Neatishead.
The Crumbs Cafe offers delicious snacks and drinks, and on the way out you can pick up a memento of you visit in the well-stocked souvenir shop.
Information sourced from - www.visitnorfolk.co.uk/attraction_activity/raf-air-defenc...
Electrical Apparatus controlling System
The main components of the electrical apparatus made by Schneider, Siemens and so on ensure the safety of the controlling system.
Having several protection systems which will avoid oil ejection, overload and over voltage etc.
Oil heating System
The unique heater structure heats the oil uniformly.
Oil Heater System assures less than 1.0 w/cm2. During the heating process, the deterioration of the oil caused by overheating is avoided.
The oil temperature can be adjusted between 20oC to 80oC.The heater is controlled manually or automatically. The heater will stop automatically when the oil temperature reaches a certain degree.
Being installed with safety protection devices, the heating system is secure and reliable. The heater will stop operation automatically when the oil volume of inlet is too low to avoid the damages of the heater.
The heater will stop automatically when the oil temperature reaches a certain degree.
Being installed with safety protection devices, the heating system is secure and reliable. The heater will stop operation automatically when the oil volume of inlet is too low to avoid the damages of the heater.
"LED RGB controller" "LED dimmer" "LED dimming driver" "LED RGB/DMX driver" "LED RGB tube" "LED digital tube" "LED tube screen" "LED video tube" "LED music tube" "LED DMX512 tube" etc.
This electronic torque control system is a complete bolting system that we have designed as a plug & play control system for our selected transducers.
For more information, visit www.aztecbolting.com/electronic-torque-control.html.
Best and most advanced Self Storage Management Software available at Spiderdoor. Spiderdoor is the leading company in technology advancement for the Self Storage Industry that offers the advanced Secure and User-Friendly Self Storage Software that will help self-storage owners to manage their self-storage tenants and grow profitability.
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The Simpson Hartley control system and compactability controller has been designed to precisely control green sand compactability, bond addition and water addition as well as provide full automation for an entire mixer/muller group. The compactability controller also measures and records green strength and moisture.
Maruthi Power Control Systems
Feedback comment for Maruthi
By Dr.Natarajan.
For details contact : 98418 28077
Web : www.maruthipower.com
Social media partner, Ideamart - 98416 75777
The Simpson Hartley control system and compactability controller has been designed to precisely control green sand compactability, bond addition and water addition as well as provide full automation for an entire mixer/muller group. The compactability controller also measures and records green strength and moisture.
This Video is created by Millennium Tech Group for the viewers looking for to get into access control and especially the products/software by Millennium Tech Group like "Millennium Ultra platform"
Car No.5 was delivered to the Snaefell Mountain Railway in Spring 1895, the fifth of six identical vehicles built by G.F. Milnes of Birkenhead. In common with the rest of the fleet, the Car was delivered unglazed however this had been fitted by 1896, and a roof clerestory the following year to increase the levels of comfort for passengers. Mather & Platt electrical gear and control systems were used, and the Car had gained a roof-mounted advertising board by the early 1900s.
The Summit-end Control equipment was changed in 1903/04 from the original Mather and Platt example to use a General Electric K11 Controller, and later a K12 Controller in 1954. Apart from this, the Car remained little altered for nearly seventy years, although No.5 regularly swapped its trucks with Works Car No.7 until at least the early 1950s.
On the 16th August 1970, a fire started by an underfloor short circuit whilst No.5 was at the Summit, and the vehicle was rapidly reduced to its frames, trucks and one cab end. The fire was initially blamed on the advertising board fitted to the Car, with high winds causing No.5 to ‘rock’ and loosen wires, however it is now thought that the regular swapping of trucks between No.5 and No.7 mentioned above meant that the Cars wiring was in far poorer condition than any of the six passenger Cars on the system, meaning an electrical fault caused the events that year.
With the frames and trucks reusable, a new body was built for No.5 by H D Kinnin of Ramsey, being built in only eleven months. The superstructure remained mostly the same however the Car was not rebuilt with a clerestory, and was fitted with modern bus-style windows. The ‘new’ No.5 returned to active service on the 8th July 1971. The Car was also fitted with cushioned bench seats and remains the only Snaefell vehicle to be so fitted.
Although the original equipment was reused, it would be replaced itself seven years later, with the original Mather and Platt traction motors becoming worn out. The decision was made to re-quip the entire 6 car-fleet as a whole with materials and control equipment from German Aachen Tramcars fabricated inside replica 1895-style trucks built by London Transport. No.5 was the last Snaefell Car to use it’s original 1895 Mather and Platt motors and Trucks, ending an era on the last day of service for 1978, the 30th of September. Following this, it was moved to Derby Castle Car Sheds on the M.E.R. for refitted, and returned to Snaefell in Autumn 1979 with modernised electric equipment and regenerative braking.
No.5’s last trip on the Manx Electric for overhaul at Derby Castle Car Sheds was during October 1996. Whilst at Derby Castle Car Sheds, No.5 was repainted with the title ‘Raad-yairn Snaiull‘ on the sides (Snaefell Mountain Railway in Manx Gaelic). A wheelchair lift was preliminarily fitted at the right-hand Summit end of No.5 (but was removed after Health and Safety discussions) and the aluminium-framed windows were removed for conventional wooden ones. No.5 was the last Car to receive attention at Derby Castle (all further work is now undertaken in-house at the Snaefell Car Sheds), moving back during May 2003.
manxelectricrailway.co.uk/snaefell/stocklist/motors/snaef...
Built in 1895 as the second of a batch of 6 cars, Car No.2 arrived in the Spring of that year. Power for the Car was by Bow Collectors with Mather and Platt electrical equipment, trucks and controllers, and Braking using the Fell Rail system. As new, the cars were delivered without glazed windows and clerestories. Both were fitted in Spring 1896 (following complaints of wind, as the original canvas roller blinds did not offer much protection), and in 1897 (after the window fitment, they became too warm in the summer!). In the 1900s the cars were fitted with distinctive roof advertising boards, which were used to promote the trip to the summit.
The Summit-end Control equipment was changed in 1903/04 from the original Mather and Platt example to use a General Electric K11 Controller, and later a K12 Controller in 1954. The original Laxey-end Controller remained in use, as it was only ever used for short amounts of time (shunting and starting the car down the gradient).
Car No.2 was one of two Snaefell Cars (Car No.4 the other) to carry the Nationalised Green livery, applied from 1958. No.2 lost the scheme in Winter 1962/63, it being moved to Derby Castle Car Sheds for repaint and overhaul. After the disastrous fire to Car No.5 in August 1970, all of the distinctive roof-boards from the cars were removed, as it was believed that they may have acted as a ‘sail’ in the high winds that rocked the car and allowed the fire to spread.
In 1976 the original Mather and Platt traction motors of the Snaefell cars were becoming worn out, and the decision was made to re-quip the entire 6 car-fleet as a whole with materials and control equipment from German Aachen Tramcars. After moving to the M.E.R during September 1977, No.2 was then re-equipped at Derby Castle Car Sheds with the brand new London Transport fabricated trucks during the 1977/78 Winter alongside Car No.3, moving back to Laxey shortly after completion. These improvements allowed for the fell-braking method to be phased out completely by the newly fitted rheostatic method, with the fell brake now only used in emergencies. It’s last trip on the Manx Electric for overhaul was during Winter/Spring 1996, moving back by Spring 1997.
Car No.2 recently underwent a overhaul and repaint in the Snaefell Car Shed at Laxey, returning to traffic in Spring 2017.
manxelectricrailway.co.uk/snaefell/stocklist/motors/snaef...
The ER-50 Vigilant AWACS is a refit of a commercial plane, the MirthAir R-50. The plane carries a large radar array for scanning large swathes of airspace, and providing targeting and surveillance data to allied aircraft. In a traditional airland battle, the ER-50 functions as a flying radar array, communications tower, and command center. It carries a flight crew of 4, with 9 specialists, and 1 air-battle manager.
Infome technology offers Time Attendance Access Control in Dubai, UAE and Middle East for capturing and processing workforce related data. infomeuae.com/solutions/time-attendance-access-control-so...
A Total Solution
A Total Solution was created with customer satisfaction being the priority when it comes to your security and fire protection needs. Call today at (727) 478-4847.
Address: 3487 Keystone Road, Tarpon Springs, FL 34688, USA
Phone: 727-478-1306
Website: www.atotalsolution.com
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zkteco f-18
☑️Less than 1 second user recognition
☑️Stores 3000 fingerprint templates and 30,000 transactions
☑️Reads fingerprint and/or RFID cards.
☑️Built-in Serial and Ethernet ports
☑️Built-in USB port allows for manual data transfer
☑️Audio-Visual indication for acceptance and rejection of valid/invalid fingers
☑️Tamper switch and alarm contacts
☑️Special Order with HID or Mifare card modules
zkteco f-21
☑️Display: 2.4-inch TFT LCD Color Screen
☑️Fingerprint Capacity: 3,000
☑️Card Capacity: 5000(Optional) ID or mifare card
☑️Transaction Capacity: 100,000
☑️Sensor: SilkID Sensor
☑️Algorithm Version: ZKFinger VX10.0
☑️Communication: RS232/485, TCP/IP, USB-host
☑️Power Supply: 12V DC, 3A
☑️SDK and software: Standalone SDK, ZKBioAccess
zkteco f-22
☑️SilkID fingerprint reader
☑️Standard Wi-Fi
☑️Full Access Control Features
☑️Multiple Verification Modes
☑️2.4-inch TFT color screen and Touch keys
☑️Network interface by TCP/IP or RS485
Visit IVISYS, a machine vision company, which has a range of standardized inspection modules suitable for a different kind of visual inspection. Whether you want to buy a component inspector, logistic inspector, pallet inspector, or Optical Sorting Machine, feel free to contact them!
The Berlin S-Bahn [ɛs.baːn] is a rapid transit railway system in and around Berlin, the capital city of Germany. It has been in operation under this name since December 1930, having been previously called the special tariff area Berliner Stadt-, Ring- und Vorortbahnen (Berlin city, orbital, and suburban railways). It complements the Berlin U-Bahn and is the link to many outer-Berlin areas, such as Berlin Schönefeld Airport.
While in the first decades of this tariff zone the trains were steam-drawn, and even after the electrification of large parts of the network, a number of lines remained under steam, today the term S-Bahn is used in Berlin only for those lines and trains with third-rail electrical power transmission and the special Berlin S-Bahn loading gauge. The third unique technical feature of the Berlin S-Bahn, the automated mechanical train control, is being phased out and replaced by a communications-based train control system, but which again is specific to the Berlin S-Bahn.
In other parts of Germany and other German-speaking countries, other trains are designated S-Bahn without those Berlin specific features. The Hamburg S-Bahn is the only other system using third-rail electrification.
Today, the Berlin S-Bahn is no longer defined as this special tariff area of the national railway company, but is instead just one specific means of transportation, defined by its special technical characteristics, in an area-wide tariff administered by a public transport authority. The Berlin S-Bahn is now an integral part of the Verkehrsverbund Berlin-Brandenburg, the regional tariff zone for all kinds of public transit in and around Berlin and the federal state (Bundesland) of Brandenburg.
INTRODUCTION
The brand name "S-Bahn" chosen in 1930 mirrored U-Bahn, which had become the official brand name for the Berlin city-owned rapid transit lines begun under the name of Berliner Hoch- und Untergrundbahnen (Berlin elevated and underground lines), where the word of mouth had abbreviated "Untergrundbahn" to "U-Bahn", in parallel to "U-Boot" formed from "Unterseeboot" ("undersea boat" – submarine).
Services on the Berlin S-Bahn have been provided by the Prussian or German national railway company of the respective time, which means the Deutsche Reichsbahn-Gesellschaft after the First World War, the Deutsche Reichsbahn of the GDR (in both East and West Berlin) until 1993 (except West Berlin from 1984 to 1994, the BVG period) and Deutsche Bahn after its incorporation in 1994.
The Berlin S-Bahn consists today of 15 lines serving 166 stations, and runs over a total route length of 332 kilometres. The S-Bahn carried 395 million passengers in 2012. It is integrated with the mostly underground U-Bahn to form the backbone of Berlin's rapid transport system. Unlike the U-Bahn, the S-Bahn crosses Berlin city limits into the surrounding state of Brandenburg, e.g. to Potsdam.
Although the S- and U-Bahn are part of a unified fare system, they have different operators. The S-Bahn is operated by S-Bahn Berlin GmbH, a subsidiary of Deutsche Bahn, whereas the U-Bahn is run by Berliner Verkehrsbetriebe (BVG), the main public transit company for the city of Berlin.
OPERATION
NETWORK
The S-Bahn routes all feed into one of three core lines: a central, elevated east-west line (the Stadtbahn), a central, mostly underground north-south line (the Nord-Süd Tunnel), and a circular line (the Ringbahn). Outside the Ringbahn, suburban routes radiate in all directions.
Lines S1, S2, S25 and S26 are north-south lines that use the North-South tunnel as their midsection. They were equally distributed into Oranienburg, Bernau and Hennigsdorf in the north, and Teltow Stadt, Lichtenrade and Wannsee.
Lines S3, S5, S7, S9 and S75 are east-west lines using the Stadtbahn cross-city railway. The western termini are located at Potsdam and Spandau, although the S5 only runs as far as Westkreuz and the S75 to Ostkreuz. The eastern termini are Erkner, Strausberg Nord, Ahrensfelde and Wartenberg. The S9 uses a connector curve (Südkurve) at Ostkreuz to change from Stadtbahn to the South-eastern leg of the Ringbahn. Another curve, the Nordkurve to the North-eastern Ringbahn, was originally served by the S86 line, but it was demolished in preparation of the rebuilding of Ostkreuz station and was not rebuilt afterwards. Both connector curves were heavily used in the time of the Berlin Wall, as trains coming from the North-Eastern routes couldn't use the West Berlin North-South route and the Southern leg of the pre- and post-Wall Ringbahn was in West Berlin.
Lines S41 and S42 continuously circle around the Ringbahn, the former clockwise, the latter anti-clockwise. Lines S45, S46 and S47 link destinations in the southeast with the southern section of the Ringbahn via the tangential link from the Görlitzer Bahn to the Ring via Köllnische Heide.
Lines S8 and S85 are north-south lines using the eastern section of the Ringbahn between Bornholmer Straße and Treptower Park via Ostkreuz, using the Görlitzer Bahn in the South.
SERVICE HOURS
The S-Bahn generally operates between 4am and 1am Monday to Friday, between 5am and 1am on Saturdays and between 6:30am and 1am on Sundays during normal daytime service. However, there is a comprehensive night-time service on most lines between 1am and 5am on Saturdays and 01:00 and 06:30 on Sundays, which means that most stations enjoy a continuous service between Friday morning and Sunday evening. One exception to this is the section of the S 8 between Blankenburg and Hohen Neuendorf which sees no service in these hours. Most other lines operate without route changes, but some are curtailed or extended during nighttime. Particularly, the S 1, S 2, S 25, S 3, S 41, S 42, S 5, S 7 are unchanged, and the S 45 and S 85 have no nighttime service. Westbound lines S 46, S 47, S 75, and northbound S 9 terminate at stations Südkreuz, Schöneweide, Lichtenberg and Treptower Park, respectively.
HISTORY
FROM THE BEGINNINGS TILL END OF WORLD WAR II
With individual sections dating from the 1870s, the S-Bahn was formed in time as the network of suburban commuter railways running into Berlin, then interconnected by the circular railway connecting the various terminal railway stations, and in 1882 enhanced by the east-west cross-city line (called the "Stadtbahn", "city railway"). The forming of a distinct identity for this network began with the establishment of a special tariff for the area which was then called the "Berliner Stadt-, Ring- und Vorortbahnen", and which differed from the normal railway tariff. While the regular railway tariff was based on multiplying the distance covered with a fixed price per kilometer, the special tariff for this Berlin tariff zone was based on a graduated tariff based on the number of stations touched during the travel.
The core of this network, that is the cross-city ("Stadtbahn") East-West line and the circular Ringbahn, and several suburban branches were converted from steam operation to a third-rail electric railway in the latter half of the 1920s. The Wannsee railway, the suburban line with the highest number of passengers, was electrified in 1932/33. A number of suburban trains remained steam-hauled, even after the Second World War.
After building the East-West cross-city line connecting western suburban lines, which until then terminated at Charlottenburg station with eastern suburban lines which had terminated at Frankfurter Bahnhof (later Schlesischer Bahnhof), the logical next step was a North-South cross-city line connecting the northern suburban lines terminating at Stettiner Bahnhof with the southern suburban lines terminating at the subsidiary stations of the Berlin Potsdamer Bahnhof. The first ideas for this project emerged only 10 years after the completion of the East-West cross-city line, with several concrete proposals resulting from a 1909 competition held by the Berlin city administration. Another concrete proposal, already very close to the final realisation, was put forward in 1926 by Professor Jenicke of Breslau university. Many sections of the S-Bahn were closed during the war, both through enemy action and flooding of the Nord-Süd-Bahn tunnel on 2 May 1945 during the final Battle of Berlin. The exact number of casualties is not known, but up to 200 people are presumed to have perished, since the tunnel was used as a public shelter and also served to house military wounded in trains on underground sidings. Service through the tunnel commenced again in 1947.
THE TIME OF EXPANSION
BEFORE THE CONSTR'UCTION OF BERLIN WALL
After hostilities ceased in 1945, Berlin was given special status as a "Four-Sector City," surrounded by the Soviet Occupation Zone, which later became the German Democratic Republic (GDR). The Allies had decided that S-Bahn service in the western sectors of Berlin should continue to be provided by the Reichsbahn (DR), which was by now the provider of railway services in East Germany. (Rail services in West Germany proper were provided by the new Deutsche Bundesbahn.)
Before the construction of the Berlin Wall in 1961, the Berlin S-Bahn had grown to about 335 kilometres. On the 13 August 1961, it was the biggest turning point in the operation and network for the S-Bahn.
As relations between East and West began to sour with the coming of the Cold War, it had become the victim of the hostilities. Although services continued operating through all occupation sectors, checkpoints were constructed on the borders with East Berlin and on-board "customs checks" were carried out on trains. From 1958 onward, some S-Bahn trains ran non-stop through the western sectors from stations in East Berlin to stations on outlying sections in East Germany so as to avoid the need for such controls. East German government employees were then forbidden to use the S-Bahn since it travelled through West Berlin.
AFTER THE CONSTRUCTION OF BERLIN WALL
The S-Bahn has also been operated in two separate subnets of the Deutsche Reichsbahn. In East Berlin, the S-Bahn retained a transport share of approximately 35 percent, the mode of transport with the highest passenger share. In the 1970s and 1980s the route network continued to grow. In particular, the new housing estates were connected to the grid in the northeast of the city (Marzahn and Hohenschönhausen).
The construction of the Berlin Wall led to West Berlin calling for the unions and politicians to boycott the S-Bahn. Subsequently, passenger numbers fell.
However, the Berlin S-Bahn strike brought the S-Bahn to the attention of the public, and aroused the desire to for West Berlin to manage its section of the S-Bahn itself. In 1983 negotiations of representatives of the Senate, the SNB and the Deutsche Reichsbahn took place. In December 1983, these were concluded with Allied consent to the agreement between the Deutsche Reichsbahn and the Berlin Senate for the transfer of operating rights of the S-Bahn in the area of West Berlin. The BVG received the oldest carriages from the DR; but the BVG was eager to quickly get to modern standards for a subway. Therefore, soon new S-Bahn trains were purchased on their behalf, which are still in use on the Berlin S-Bahn network as the 480 series.
Even before the Wall fell, there were efforts to substantial re-commissioning of the S-Bahn network in West Berlin.
REUNIFICATION
After the Berlin Wall came down in November 1989, the first broken links were re-established, with Friedrichstraße on 1 July 1990, as the first. The BVG and DR jointly marketed the services soon after the reunification. Administratively, the divided S-Bahn networks remained separate in this time of momentous changes, encompassing German reunification and reunification of Berlin into a single city, although the dividing line was no longer the former Berlin Wall. DR and BVG (of the whole of reunified Berlin from 1 January 1992, after absorbing BVB of East Berlin) operated individual lines end to end, both into the other party's territories. For example, S2 was all BVG even after it was extended northward and southward into Brandenburg/former East German territory. The main east-west route (Stadtbahn) was a joint operation. Individual trains were operated by either BVG or DR end-to-end on the same tracks. This arrangement ended on 1 January 1994, with the creation of Deutsche Bahn due to the merger between DR and the former West Germany's Deutsche Bundesbahn. All S-Bahn operations in Berlin were transferred to the newly formed S-Bahn Berlin GmbH as a subsidiary of Deutsche Bahn, and the BVG withdrew from running S-Bahn services.
Technically, a number of projects followed in the steps of re-establishing broken links in order to restore the former S-Bahn network to its 1961 status after 1990,
especially the Ringbahn. In December 1997 the connection between Neukölln and Treptower Park via Sonnenallee was reopened, enabling S4 trains to run 75% of the whole ring between Schönhauser Allee and Jungfernheide. On 16 June 2002, the section Gesundbrunnen – Westhafen also reopened, re-establishing the Ringbahn operations.
EXPANSION
REDEVELOPMENT PROJECTS
OSTKREUZ
In 1988, Deutsche Reichsbahn presented plans for the transformation of Ostkreuz station. The long postponed renovation of the station began in 2007.
With nine lines (four on the Stadtbahn and five on the Ringbahn), Ostkreuz is one of the busiest stations on the network. Since the reconstruction is taking place during full operations. Work under the current plans was original projected to be completed by 2016, but it has been delayed and it is now expected to be completed in 2018.
With the progress of construction work on 31 August 2009, the southern connection and platform A were decommissioned. This route had to be realigned as a result. The construction plans envisaged that the connection would be restored by 2014. After its completion, traffic will again be able to be run from the southern Ringbahn onto the Stadtbahn.
In October 2009, the new Regionalbahn station on the Ringbahn was sufficiently complete for S-Bahn trains on the Ringbahn to use it temporarily. Demolition of the Ringbahn platform could then start and the new platform, including a concourse, could be built. This was put into operation on 16 April 2012, after a 16-day possession.
WIKIPEDIA
USAF E-3 Sentry AWACS (Airborne Warning and Control System) (76-1607) - First pass over the 2025 March Air Reserve Base Air Show. (04/12/25)
The Simpson Hartley control system and compactability controller has been designed to precisely control green sand compactability, bond addition and water addition as well as provide full automation for an entire mixer/muller group. The compactability controller also measures and records green strength and moisture.
See bottom of post for photo credits.
The Lake Claiborne project began in 1962. The project was completed and the gates closed in 1966. Lake reached pool stage on May 17, 1968. The lake is 6,400 acres at normal pool stage. The watershed is 133 square miles of area, 856,120 acres drain into Lake Claiborne. The surface elevation of Lake Claiborne is set at the spillway elevation of 185 MSL. The spillway is a concrete circular drop inlet, 62 feet in diameter at the top (200 feet crest length); opening at the bottom 30 feet in diameter. Spillway crest is set at 185 MSL Three 9.5' X 14' concrete outlet conduits.
Photo credits: Danny Roy Moore Surveyor Collection, courtesy of David Nokes, President of the Claiborne Parish Watershed Board of Commissioners and Cody Goodwin of Goodwin Professional Services, LLC: Land Surveyor, and Dwayne Woodard, Claiborne Parish Police Jury Administrator.
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USAF E-3 Sentry AWACS (Airborne Warning and Control System) (76-1607) - Second pass over the 2025 March Air Reserve Base Air Show. (04/12/25)
The Simpson Hartley control system and compactability controller has been designed to precisely control green sand compactability, bond addition and water addition as well as provide full automation for an entire mixer/muller group. The compactability controller also measures and records green strength and moisture.
National Naval Aviation Museum
Perhaps the most widely recognized Navy fighter thanks to its starring role in Top Gun, the F-14 Tomcat served as an advanced interceptor and air superiority fighter, capable of attacking six enemy aircraft simultaneously at a range of over 100 miles with the AIM-54 Phoenix missile. The Museum's F-14D, Bureau Number 161159, logged the final combat mission in the long history of the Tomcat, one that concluded when it trapped on the deck of USS Theodore Roosevelt (CVN-71) on 8 February 2006.
It was a failed attempt at standardization that resulted in the design of perhaps the most famous fighter of the modern era. When a Navy version of the U.S. Air Force F-111 failed to meet exacting requirements for a carrier-based fighter, the Navy initiated a design competition for a new air superiority aircraft. The result was a design marvel featuring a unique variable sweep wing—the F-14 Tomcat.
Equipped with a weapon control system that enabled the aircraft's crew to track 24 hostile targets at a range of 195 miles and attack six simultaneously with AIM-54 Phoenix missiles, deliveries to the Navy began in June 1972 with deployment of operational carrier squadrons in 1975. The F-14 made a brief appearance over Vietnam, flying protective patrols for helicopters effecting the final evacuation of American personnel and foreign nationals from Saigon with no opposition from enemy fighters. The Middle East was destined to become the scene of the Tomcat's combat initiation during encounters with Libyan fighters during the 1980s. Upgraded F-14A (plus) and F-14Ds came into service in the late 1980s and early 1990s, boasting enhanced avionics and more powerful F110-GE-400 turbofans. The aircraft also proved an outstanding air-to-ground platform employing a capability present from the initial design work, but rarely employed. At peak employment, thirty Navy squadrons operated F-14s. Tomcats flew combat missions during the Gulf War and in missions over Iraq and Afghanistan from 2001 until the F-14's retirement in 2006.
The Museum's F-14D, Bureau Number 161159, logged the final combat mission in the long history of the Tomcat, one that concluded when it trapped on the deck of the carrier Theodore Roosevelt (CVN-71) on 8 February 2006. The aircraft was piloted by Captain William G. Sizemore, II. It was flight delivered to Naval Air Station (NAS) Pensacola, Florida, directly from Fighter Squadron (VF) 213, to which it had been assigned since 1997. Originally accepted by the Navy as an F-14A in December 1980, it was converted to the F-14D configuration in September 1991. The aircraft flew its first combat missions over Afghanistan as part of Operation Enduring Freedom, logging missions from the deck of the carrier Carl Vinson (CVN-70). The last of its 224 combat sorties occurred in the skies over Iraq.
SPECIFICATIONS
Manufacturer:Grumman Corporation
Type: Carrier-based air superiority fighter
Crew: Pilot and Radar Intercept Officer
Powerplant: Two 27,800 lb. General Electric F110-GE-400 afterburning turbofans
Dimensions:
Length: 62 ft., 8 in.
Height: 16 ft.
Span (max spread): 64 ft., 1 in.
Weight:
Empty: 43,735 lb.
Gross: 74,350 lb.
Performance:
Max Speed: 1,544 mph at 40,000 ft.
Ceiling: 55,000 ft.
Armament:
One 20mm cannon; AIM-7 Sparrow; AIM-9 Sidewinder; AIM-54 Phoenix missiles